CN107886195B - Method for searching newly added rail traffic line in networked operation stage - Google Patents

Method for searching newly added rail traffic line in networked operation stage Download PDF

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CN107886195B
CN107886195B CN201711076775.7A CN201711076775A CN107886195B CN 107886195 B CN107886195 B CN 107886195B CN 201711076775 A CN201711076775 A CN 201711076775A CN 107886195 B CN107886195 B CN 107886195B
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过秀成
王耀卿
孔哲
邹禹坤
沈佳雁
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Southeast University
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Abstract

The invention discloses a method for searching a newly added rail transit line in a networked operation stage, which comprises the following steps: firstly, determining a function partition needing service of a newly added rail traffic line, and preliminarily controlling the basic line position trend of a rail on the urban space level; then determining a public transport hub or a large passenger flow distribution point of the newly added rail transit line which needs to be connected in series in a specific functional zone, and stabilizing the specific linear position trend of the rail transit at the level of the functional zone; and finally, determining the specific line position of the rail transit. The method optimizes the rules of 'newly added nodes' and 'priority connection' of a general traffic network growth model, adopts newly added 'single lines', and meets the line-by-line generation characteristics and engineering construction requirements of the rail traffic network; the concept of 'virtual origin-destination' of the rail transit line is put forward, and the design of the linear position of a 'return curve' which possibly exists at the origin and destination ends of the rail transit is more accurately positioned; theoretical basis and technical support can be provided for the rail transit in the networked operation stage to establish a single line and exert optimal benefits.

Description

Method for searching newly added rail traffic line in networked operation stage
Technical Field
The invention relates to a method for generating an urban rail transit planning line, in particular to a method for searching a newly added rail transit line in a networked operation stage.
Background
The method mainly comprises the steps that a mathematical programming model is mainly established for the research of newly added line search of the rail transit network, a single-target programming model is applied to small-scale rail transit single-line search, multi-target programming is applied to rail transit single-line search under the condition of fixed demand, and a layered programming model is applied to larger-scale rail transit single-line search under the condition of elastic demand; part of research applies complex network theory in traffic network generation analysis, but track network generation related research is in a complex analysis stage, and most transport networks including track traffic are considered to have characteristics of small world and no scale. Urban spatial layout and functional organization characteristics of a rail transit network system have certain differences in rail transit networking operation stages and networking construction stages, and relevant research is relatively weak in consideration of the stage development characteristics. The thesis aims at urban spatial layout and traffic system functional organization characteristics in a rail transit networked operation stage, a newly added rail transit line searching model is constructed, and theoretical basis and technical support are provided for the purpose that a single line is newly built in rail transit in the networked operation stage to give full play to optimal benefits.
Disclosure of Invention
The purpose of the invention is as follows: in order to solve the problems in the prior art, the invention aims to provide a method for searching a newly added rail transit line based on a complex network theory. And applying the complex network theory to the analysis of the rail transit network and the calibration of the network nodes and the connecting edges. And constructing a newly-added rail transit line search model according to the flow of 'fixed direction, fixed pivot and fixed line position'.
The technical scheme is as follows: a method for searching a newly added rail transit line in a networked operation stage comprises the following three stages:
(1) searching a newly-added rail transit line service function partition, which comprises a starting point partition, a destination point partition and a middle control function partition;
(2) searching a candidate set of the segmented track traffic line positions between the virtual origin-destination points;
(3) and searching a virtual origin-destination reverse extension line candidate set.
The stage (1) comprises the following steps:
(1.1) initialization:
designing a functional partition set M meeting the density requirement of a rail transit network;
(1.2) start and end points (S, E) determination:
calculating the actual rail transit network density and the required rail transit network density of all the functional areas, and screening out the functional partition with the largest density difference value as a starting point functional partition S; calculating the passenger flow connection strength of the functional partition S and all boundary functional partitions, screening out the functional partition with the maximum connection strength as a terminal functional partition E, and deducting S and E from the set M;
calculating the difference L ═ Max [ (R-R ')/R ' between the actual density and the demand density of each partition track traffic network ']Wherein R is the required density of the rail transit line network and the unit km/km2(ii) a R' is the actual density of the rail transit line network and the unit km/km2；
The passenger flow contact strength calculation method comprises the following steps:
Figure BDA0001457976140000021
Figure BDA0001457976140000022
wherein the content of the first and second substances,
Figure BDA0001457976140000023
respectively representing the n-th professional workers in the i and j areas;
Figure BDA0001457976140000024
respectively representing the number of people in the nth employment post of the i and j areas;
Figure BDA0001457976140000025
respectively representing the number of people in the nth employment post of the i and j areas;
Figure BDA0001457976140000026
respectively representing the number of people waiting for service at the nth post of the i and j areas; f (r) represents the distance function of i, j pieces of area respectively; λ represents a parameter;
(1.3) designing a forward coordinate:
designing a forward coordinate system by taking the centroid connecting line from the functional partition S to the functional partition E as a forward coordinate;
(1.4) midway functional partition searching:
calculating the correlation strength of the functional partition S and all adjacent functional partitions, and screening out the functional partition with the maximum correlation strength meeting the density construction requirement of the rail transit network as a midway control functional partition i;
(1.5) function partition set update:
deducting the functional partition i and all functional partitions with centroid coordinates smaller than that of the functional partition i from the set M, and taking the functional partition i as a new functional partition searching starting point S;
(1.6) search termination determination:
judging whether the transverse coordinate of the newly searched functional partition i exceeds the transverse coordinate value of the end point, finishing the search if the transverse coordinate of the newly searched functional partition i exceeds the transverse coordinate value of the end point, entering the search of the next related functional partition if the transverse coordinate of the newly searched functional partition i does not exceed the transverse coordinate value of the end point, and returning to the step (1.4);
and then, the track traffic line can be divided into three sections to be searched respectively, wherein the three sections comprise a connecting line from a virtual starting point to an actual starting point, a connecting line from the virtual starting point to a virtual terminal point and a connecting line from the virtual terminal point to an actual terminal point.
The stage (2) comprises the following steps:
(2.1) point location initialization:
determining a virtual origin-destination (S)i,Ei) Generating a passenger flow distribution point set N (C)k) Generating a set of intermediate control points M (S)i,Ei)；
(2.2) line bit initialization:
generation of SiAnd EiThe minimum path therebetween is defined as the initial path L0Generating a rail transit line alternative set L;
(2.3) importance analysis:
calculating the average edge weight of the passenger flow distribution point set and the midway control point set M to represent the importance of the passenger flow distribution points, if N isk>NjUpdating the midway control point set M and the passenger flow distribution point set N;
the method for calculating the average edge weight comprises the following steps:
Figure BDA0001457976140000031
in the formula NiFor the ith passenger flow distribution point relative to the newly added rail traffic lineThe importance of (2); d is the number of newly added rail transit control points in the stage; mijFor the edge weight between any two nodes i, j, the calculation method is
Figure BDA0001457976140000032
Wherein r is the distance between nodes, K is the weight of the nodes, and the calculation method is
Figure BDA0001457976140000033
In the formula, L represents the number of the track traffic lines connected with the nodes; l represents the number of the ground bus lines connected by the nodes; crThe unit of the transportation capacity of the rail transit line is as follows: number of people/vehicle; cbThe transportation capacity of the ground bus line is represented by the unit: number of people/vehicle; a. theiThe reduction coefficient of the node degree is represented, and a single track line forms a public transport hub A i1, three track lines form a hub aiDetermining A of two rail transit line forming hubs according to actual construction conditions as 0iA value in the range of 0 to 1;
and (2.4) updating the rail transit line position:
identification CkThe horizontal coordinate of the plane coordinate system searches the adjacent midway control point MiAnd MjSearch for M separatelyiAnd CkAnd MjAnd CkThe shortest path between the two, update the rail traffic line position LkNewly added rail traffic line LkEntering a rail transit line alternative set L;
(2.5) termination determination:
analyzing whether the length of the rail transit line exceeds the standard limit, if so, stopping searching to obtain a rail transit line alternative set L, otherwise, returning to the step (2.3);
(2.6) scheme set adjustment:
checking the smoothness requirement of all the passenger flow distribution points, if the smoothness requirement is met, finishing the scheme generation, and if the smoothness requirement is not met, replacing the original scheme with a scheme of respectively removing three linear positions of the passenger flow distribution point and two adjacent passenger flow distribution points;
the smoothness is calibrated according to an included angle formed by three adjacent midway control points, the larger the value of the smoothness is, the better the line straightness is, and the calculation method comprises the following steps:
Figure BDA0001457976140000034
in the formula (x)n+1,yn+1)，(xn,yn)，(xn-1,yn-1) The coordinates of three consecutive scatter points on the k-th path are respectively.
Said phase (3) comprising the steps of:
the virtual origin-destination reverse extension line search is a process of determining virtual origin-destination and actual origin-destination connecting lines respectively, and the process of reverse extension line search is described by taking origin-destination functional partitions of n passenger flow collecting and distributing points as an example;
(3.1) node analysis:
respectively analyzing the importance of n passenger flow distribution points to be connected in series, sequencing all the nodes to be connected in series according to the importance, and assuming that the importance sequencing of the n passenger flow distribution points is a node 1, a node 2, a node 3, … … and a node n in sequence;
(3.2) tandem 1 node analysis:
connecting the virtual origin-destination point with the node 1, and if the track traffic reverse extension line can be defined as 0-1 according to the search path, generating an alternative scheme 1 set;
(3.3) tandem 2 node analysis:
on the basis of the alternative scheme 1, the node 2 with the highest importance degree in the nodes 2, 3, … … and n is connected in series again, the node is defined as 0-1-2 according to the search path, the search direction is adjusted, another alternative scheme 0-2-1 can be obtained, the position characteristics of the two scheme lines are compared, a reasonable scheme is selected, an alternative scheme 2 set is generated, and the node 0-1 is marked as a reasonable path;
(3.4) by analogy, connecting n-1 nodes in series for analysis:
on the basis of the alternative scheme, nodes with the highest importance in n-1 and n are connected in series again, possible path sets such as 0-1-2- … … -n-1 are defined according to the search path, and the search order is adjusted on the basis of reasonable paths to obtain other paths; analyzing according to the linear position, and if the quality of the remaining path is difficult to compare visually, the alternative scheme n-1 comprises a plurality of schemes and is recorded as a reasonable path of the alternative scheme n-1;
(3.5) analyzing n nodes in series:
on the basis of the alternative scheme n-1, connecting the nodes n in series to generate a possible path set such as a path '0-1-2-3- … … -n', adjusting on the basis of the reasonable path of the alternative scheme n-1 to generate a residual alternative scheme, comparing line position characteristics, and taking the residual scheme as the reasonable path of the alternative scheme set n;
(3.6) alternative set merging:
combining the alternative subsets respectively connected with 1, 2, … …, n-1 and n nodes in series, the alternative set of the virtual origin-destination reverse extension line search is obtained.
Has the advantages that: compared with the prior art, the invention has the following advantages: the method optimizes the rules of 'newly added nodes' and 'preferential connection' of a general traffic network growth model, adopts a newly added 'single line' form to replace a newly added 'line segment', and integrates the traffic accessibility realized by conventional public transportation and rail transit into 'node degree' analysis together to meet the line-by-line generation characteristics and engineering construction requirements of the rail traffic network; the concept of 'virtual origin-destination' of the rail transit line is put forward, a single rail transit line is divided into three parts to be generated section by section, and the design of the line position of a 'return curve' which possibly exists at the origin and destination ends of the rail transit line is more accurately positioned; aiming at the urban spatial layout and the traffic system functional organization characteristics in the rail transit networked operation stage, the invention can provide theoretical basis and technical support for establishing a single line for rail transit in the networked operation stage to exert optimal benefits.
Drawings
FIG. 1 is a flow chart of the newly added rail transit line search according to the present invention;
FIG. 2 is a schematic view of a service function partition search of a newly added rail transit line;
FIG. 3 is a sectional view of a virtual origin-destination point and a newly added rail transit line;
FIG. 4 is a schematic diagram of a rail transit line position update;
FIGS. 5(a) -5 (d) are schematic diagrams illustrating adjustment of smoothness of rail transit;
fig. 6(a) -6 (h) are schematic diagrams illustrating the virtual origin-destination reverse extension line searching process.
Detailed Description
The technical solution of the present invention is further explained below with reference to the detailed description and the accompanying drawings.
The method for searching for a newly added rail transit line in the networked operation phase of the embodiment has 18 steps in three phases, and as shown in fig. 1, is a flowchart of the method for searching for a newly added rail transit line of the present invention:
(1) searching for new service function partitions of the rail transit line, including a starting partition, a destination partition and a mid-way control function partition
Step 1: and (5) initializing. And designing a functional partition set M meeting the density requirement of the rail transit network.
Step 2: and (S, E) determining the starting point and the ending point. Calculating the actual rail transit network density and the required rail transit network density of all the functional areas, and screening out the functional partition with the largest density difference value as a starting point functional partition S; and calculating the passenger flow connection strength of the functional partition S and all boundary functional partitions, screening out the functional partition with the maximum connection strength as a destination functional partition E, and deducting S and E from the set M.
Method for calculating difference between actual density and demand density of each partition rail transit network, wherein L is Max [ (R-R ')/R']Wherein R is the required density (km/km) of the rail transit network2) (ii) a R' is the actual density (km/km) of the rail transit line network2)。
The passenger flow contact strength calculation method comprises the following steps:
Figure BDA0001457976140000051
Figure BDA0001457976140000052
wherein the content of the first and second substances,
Figure BDA0001457976140000053
the number of n-th professional workers (people) in the i and j areas respectively;
Figure BDA0001457976140000054
respectively representing the number (people) of the nth employment post in the i and j areas;
Figure BDA0001457976140000055
respectively representing the number (people) of the nth employment post service persons in the i and j areas;
Figure BDA0001457976140000056
respectively representing the number (people) of the people to be served at the nth position of the i and j areas; f (r) represents the distance function of i, j pieces of area respectively; λ represents a parameter.
And step 3: and designing a forward coordinate. And (4) designing a forward coordinate system by taking the centroid connecting line from the functional partitions S to E as a forward coordinate.
And 4, step 4: and (5) performing partition search on the midway function. And calculating the correlation strength of the functional partition S and all adjacent functional partitions, and screening out the functional partition with the maximum correlation strength which meets the requirement of the density construction of the rail transit network as a midway control functional partition i.
And 5: updating a function partition set, as shown in fig. 2, which is a schematic view of partition searching for a service function of a newly added rail transit line; and deducting the functional partition i and all functional partitions with centroid coordinates smaller than that of the functional partition i from the set M, and taking the functional partition i as a new functional partition searching starting point S.
Step 6: and judging the termination of the search. And (4) judging whether the transverse coordinate of the newly searched functional partition i exceeds the transverse coordinate value of the end point, finishing the search if the transverse coordinate exceeds the transverse coordinate value of the end point, entering the search of the next related functional partition if the transverse coordinate does not exceed the transverse coordinate value, and returning to the step 4.
The newly added track traffic line service function partition is obtained, the newly added track traffic line position is searched below, the concept of the virtual origin-destination point is defined as the core passenger flow distribution point of the origin-destination function partition, the track traffic line can be divided into three sections to be searched respectively, and the three sections comprise a connecting line from the virtual starting point to the actual starting point, a connecting line from the virtual starting point to the virtual destination point, and a connecting line from the virtual destination point to the actual destination point; fig. 3 is a sectional view of the virtual origin-destination point and the newly added track traffic line.
(2) Searching candidate set of segmented track traffic line positions between virtual origin-destination points
Step 1: and initializing the point location. Determining a virtual origin-destination (S)i,Ei) Generating a passenger flow distribution point set N (C)k) Generating a set of intermediate control points M (S)i,Ei)。
Step 2: and initializing a line bit. Generation of SiAnd EiThe minimum path therebetween is defined as the initial path L0And generating a rail transit line alternative set L.
And step 3: and (5) analyzing the importance. Calculating the average edge weight of the passenger flow distribution point set and the midway control point set M to represent the importance of the passenger flow distribution points, if N isk>NjAnd updating the midway control point set M and the passenger flow distribution point set N.
The method for calculating the average edge weight comprises the following steps:
Figure BDA0001457976140000061
in the formula NiThe importance of the ith passenger flow distribution point relative to the newly added rail transit line; d is the number of newly added rail transit control points in the stage; mijFor the edge weight between any two nodes i, j, the calculation method is
Figure BDA0001457976140000062
Wherein r is the distance between nodes, K is the weight of the nodes, and the calculation method is
Figure BDA0001457976140000063
In the formula, L represents the number (strips) of the track traffic lines connected by the nodes; l represents the number (strips) of the bus lines connected with the ground by the nodes; crRepresenting the rail transit line transport capacity (number of people/vehicle); cbRepresenting the transport capacity (number of people/vehicle) of the ground bus route; a. theiThe reduction coefficient of the node degree is expressed, and a single track line forms a busPivot A i1, three track lines form a hub aiDetermining A of two rail transit line forming hubs according to actual construction conditions as 0iThe value is in the range of 0 to 1.
And 4, step 4: updating the rail transit line position, as shown in fig. 4, which is a schematic diagram of updating the rail transit line position; identification CkThe horizontal coordinate of the plane coordinate system searches the adjacent midway control point MiAnd MjSearch for M separatelyiAnd CkAnd MjAnd CkThe shortest path between the two, update the rail traffic line position LkNewly added rail traffic line LkAnd entering the rail transit line alternative set L.
And 5: the determination is terminated. And analyzing whether the length of the rail transit line exceeds the standard limit, if so, stopping searching to obtain a rail transit line alternative set L, and otherwise, returning to the step 3.
Step 6: and adjusting a scheme set. And (3) checking the smoothness requirements of all the passenger flow distribution points, if the smoothness requirements are met, finishing the scheme generation, and if the smoothness requirements are not met, replacing the original scheme with a scheme of respectively removing three linear positions of the passenger flow distribution point and two adjacent passenger flow distribution points, wherein the specific scheme is shown in a figure 5(a) -a figure 5 (d).
The smoothness is mainly calibrated according to an included angle formed by three adjacent midway control points, and the larger the value is, the better the line straightness is. The calculation method comprises the following steps:
Figure BDA0001457976140000064
in the formula (x)n+1,yn+1)，(xn,yn)，(xn-1,yn-1) The coordinates of three consecutive scatter points on the k-th path are respectively.
(3) Searching a set of virtual origin-destination reverse-run line candidates
The virtual origin-destination reverse extension line search is a process for determining a virtual origin-destination connecting line and an actual origin-destination connecting line, and the process of the reverse extension line search is described by taking the origin-destination functional partitions of 4 passenger flow collecting and distributing points as an example.
Step 1: and analyzing the nodes. As shown in fig. 6(a), in the initial stage, the importance degrees of 4 passenger flow distribution points to be connected in series are respectively analyzed, and all the nodes to be connected in series are sorted according to the importance degrees, and it is assumed that the importance degrees of the four passenger flow distribution points are sorted into node 1, node 2, node 3, and node 4 in sequence.
Step 2: and (4) serially connecting 1 node for analysis. Connecting the virtual origin-destination point with node 1, the track traffic reverse extension line can be defined as "0-1" according to the search path, as shown in fig. 6(b), and then an alternative 1 set can be generated.
And step 3: and 2 nodes are connected in series for analysis. On the basis of the alternative 1, the node 2 with the highest importance degree in the nodes 2, 3 and 4 is connected in series again, the search path is defined as '0-1-2', the search direction is adjusted, another alternative 0-2-1 can be obtained, the position characteristics of two scheme lines are compared, the reasonable scheme 0-1-2 is selected preferably, the alternative 2 set can be generated, and the reasonable path is recorded as 0-1, as shown in fig. 6 (d).
And 4, step 4: and (4) serially connecting 3 nodes for analysis. On the basis of the alternative 2, the nodes with the highest importance in 3 and 4 are connected in series again, the nodes are defined as '0-1-2-3' according to the search path, as shown in fig. 6(e), and on the basis of the reasonable path, the search order is adjusted to obtain another path '0-1-3-2', as shown in fig. 6 (f). According to the linear position analysis, the quality of the alternative scheme 3 is difficult to compare visually, and the alternative scheme 3 comprises two groups of schemes '0-1-2-3' and '0-1-3-2', and the '0-1-2' and '0-1-3' are both reasonable paths of the alternative scheme 3.
And 5: and 4 nodes are connected in series for analysis. On the basis of alternative 3, nodes 4 are connected in series, then paths "0-1-2-3-4" and "0-1-3-2-4" are generated, and on the basis of alternative 3 reasonable paths, two other alternatives, "0-1-2-4-3" and "0-1-3-4-2" are generated, as shown in fig. 6(g) and fig. 6 (h). Comparing the line location features, "0-1-2-4-3" and "0-1-3-4-2" are reasonable paths of the alternative set 4.
Step 6: and merging the alternative scheme sets. And combining the alternative scheme subsets respectively connected with 1, 2, 3 and 4 nodes in series to obtain an alternative scheme set of virtual origin-destination reverse extension line search.

Claims (3)

1. A method for searching a newly added rail transit line in a networked operation stage is characterized by comprising the following three stages:
(1) searching a newly-added rail transit line service function partition, which comprises a starting point partition, a destination point partition and a middle control function partition; the method comprises the following steps:
(1.1) initialization:
designing a functional partition set M meeting the density requirement of a rail transit network;
(1.2) start and end points (S, E) determination:
calculating the actual rail transit network density and the required rail transit network density of all the functional areas, and screening out the functional partition with the largest density difference value as a starting point functional partition S; calculating the passenger flow connection strength of the functional partition S and all boundary functional partitions, screening out the functional partition with the maximum connection strength as a terminal functional partition E, and deducting S and E from the set M;
calculating the difference L ═ Max [ (R-R ')/R ' between the actual density and the demand density of each partition track traffic network ']Wherein R is the required density of the rail transit line network and the unit km/km2(ii) a R' is the actual density of the rail transit line network and the unit km/km2；
The passenger flow contact strength calculation method comprises the following steps:
Figure FDA0003008941900000011
Figure FDA0003008941900000012
wherein, Pi n,
Figure FDA0003008941900000013
Respectively representing the n-th professional workers in the i and j areas;
Figure FDA0003008941900000014
respectively representing the number of people in the nth employment post of the i and j areas;
Figure FDA0003008941900000015
respectively representing the number of people in the nth employment post of the i and j areas;
Figure FDA0003008941900000016
respectively representing the number of people waiting for service at the nth post of the i and j areas; f (r) represents the distance function of i, j pieces of area respectively; λ represents a parameter;
(1.3) designing a forward coordinate:
designing a forward coordinate system by taking the centroid connecting line from the functional partition S to the functional partition E as a forward coordinate;
(1.4) midway functional partition searching:
calculating the correlation strength of the functional partition S and all adjacent functional partitions, and screening out the functional partition with the maximum correlation strength meeting the density construction requirement of the rail transit network as a midway control functional partition i;
(1.5) function partition set update:
deducting the functional partition i and all functional partitions with centroid coordinates smaller than that of the functional partition i from the set M, and taking the functional partition i as a new functional partition searching starting point S;
(1.6) search termination determination:
judging whether the transverse coordinate of the newly searched functional partition i exceeds the transverse coordinate value of the end point, finishing the search if the transverse coordinate of the newly searched functional partition i exceeds the transverse coordinate value of the end point, entering the search of the next related functional partition if the transverse coordinate of the newly searched functional partition i does not exceed the transverse coordinate value of the end point, and returning to the step (1.4);
the newly added track traffic line service function partition is obtained, the newly added track traffic line position is searched below, the concept of the virtual origin-destination point is defined as the core passenger flow distribution point of the origin-destination function partition, the track traffic line can be divided into three sections to be searched respectively, and the three sections comprise a connecting line from the virtual starting point to the actual starting point, a connecting line from the virtual starting point to the virtual destination point, and a connecting line from the virtual destination point to the actual destination point;
(2) searching a candidate set of the segmented track traffic line positions between the virtual origin-destination points;
(3) and searching a virtual origin-destination reverse extension line candidate set.
2. The method for searching for a newly added rail transit line in the networked operation phase as claimed in claim 1, wherein the phase (2) comprises the following steps:
(2.1) point location initialization:
determining a virtual origin-destination (S)i,Ei) Generating a passenger flow distribution point set N (C)k) Generating a set of intermediate control points M (S)i,Ei)；
(2.2) line bit initialization:
generation of SiAnd EiThe minimum path therebetween is defined as the initial path L0Generating a rail transit line alternative set L;
(2.3) importance analysis:
calculating the average edge weight of the passenger flow distribution point set and the midway control point set M to represent the importance of the passenger flow distribution points, if N isk>NjUpdating the midway control point set M and the passenger flow distribution point set N;
the method for calculating the average edge weight comprises the following steps:
Figure FDA0003008941900000021
in the formula NiThe importance of the ith passenger flow distribution point relative to the newly added rail transit line; d is the number of newly added rail transit control points in the stage; mijFor the edge weight between any two nodes i, j, the calculation method is
Figure FDA0003008941900000022
Wherein r is the distance between nodes, K is the weight of the nodes, and the calculation method is
Figure FDA0003008941900000023
In the formula, L represents the number of the track traffic lines connected with the nodes; l represents the number of the ground bus lines connected by the nodes; crRepresenting rail trafficLine transport capacity, in units of: number of people/vehicle; cbThe transportation capacity of the ground bus line is represented by the unit: number of people/vehicle; a. theiThe reduction coefficient of the node degree is represented, and a single track line forms a public transport hub Ai1, three track lines form a hub aiDetermining A of two rail transit line forming hubs according to actual construction conditions as 0iA value in the range of 0 to 1;
and (2.4) updating the rail transit line position:
identification CkThe horizontal coordinate of the plane coordinate system searches the adjacent midway control point MiAnd MjSearch for M separatelyiAnd CkAnd MjAnd CkThe shortest path between the two, update the rail traffic line position LkNewly added rail traffic line LkEntering a rail transit line alternative set L;
(2.5) termination determination:
analyzing whether the length of the rail transit line exceeds the standard limit, if so, stopping searching to obtain a rail transit line alternative set L, otherwise, returning to the step (2.3);
(2.6) scheme set adjustment:
checking the smoothness requirement of all the passenger flow distribution points, if the smoothness requirement is met, finishing the scheme generation, and if the smoothness requirement is not met, replacing the original scheme with a scheme of respectively removing three linear positions of the passenger flow distribution point and two adjacent passenger flow distribution points;
the smoothness is calibrated according to an included angle formed by three adjacent midway control points, the larger the value of the smoothness is, the better the line straightness is, and the calculation method comprises the following steps:
Figure FDA0003008941900000031
in the formula (x)n+1,yn+1)，(xn,yn)，(xn-1,yn-1) The coordinates of three consecutive scatter points on the k-th path are respectively.
3. The method for searching for a newly added rail transit line in the networked operation phase as claimed in claim 1, wherein the phase (3) comprises the following steps:
the virtual origin-destination reverse extension line search is a process for determining virtual origin-destination connection lines and actual origin-destination connection lines, and the process of virtual origin-destination reverse extension line search is as follows:
(3.1) node analysis:
respectively analyzing the importance of n passenger flow distribution points to be connected in series, sequencing all the nodes to be connected in series according to the importance, and defining the importance sequencing of the n passenger flow distribution points as a No. 1 node, a No. 2 node, a No. 3 node, … … and a No. n node in sequence;
(3.2) tandem 1 node analysis:
connecting the virtual origin-destination point with the node 1, and if the track traffic reverse extension line can be defined as 0-1 according to the search path, generating an alternative scheme 1 set;
(3.3) tandem 2 node analysis:
on the basis of the alternative scheme 1, the node 2 with the highest importance degree in the nodes 2, 3, … … and n is connected in series again, the node is defined as 0-1-2 according to the search path, the search direction is adjusted, another alternative scheme 0-2-1 can be obtained, the position characteristics of the two scheme lines are compared, a reasonable scheme is selected, an alternative scheme 2 set is generated, and the node 0-1 is marked as a reasonable path;
(3.4) by analogy, connecting n-1 nodes in series for analysis:
on the basis of the alternative scheme, nodes with the highest importance in n-1 and n are connected in series again, possible path sets such as 0-1-2- … … -n-1 are defined according to the search path, and the search order is adjusted on the basis of reasonable paths to obtain other paths; analyzing according to the linear position, and if the quality of the remaining path is difficult to compare visually, the alternative scheme n-1 comprises a plurality of schemes and is recorded as a reasonable path of the alternative scheme n-1;
(3.5) analyzing n nodes in series:
on the basis of the alternative scheme n-1, connecting the nodes n in series to generate a possible path set such as a path '0-1-2-3- … … -n', adjusting on the basis of the reasonable path of the alternative scheme n-1 to generate a residual alternative scheme, comparing line position characteristics, and taking the residual scheme as the reasonable path of the alternative scheme set n;
(3.6) alternative set merging:
combining the alternative subsets respectively connected with 1, 2, … …, n-1 and n nodes in series, the alternative set of the virtual origin-destination reverse extension line search is obtained.
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